![]() ![]() (Having a DME installed would be the cheapest way to bypass the issue. Wondering what latitude is allowed to an examiner on an IR checkride with respect to approaches when the plane can do them but no airfields that require the three required are not in realistic range. It calculates the time the waves make to go to the plane and come back. More posts you may like r/MicrosoftFlightSim Join 8 mo. The inbound leg will always be toward the airport, so they don’t need to give you a direction. The holding fix will be either a DME, an NDB/LOM or a cross radial, depending on what is available. ![]() The DME requirement on the localizer approach seems odd since technically not needed. DME stands for Distance Measuring Equipment, which basically is a radio wave emitting device, based on the transponder. Holding on a localizer is exactly like holding on a VOR radial. Thus making it potentially a second non-precision approach. The above ILS/localizer approach plate is the only one I've managed to find within 150 nm that has a localizer FAF marked by a VOR radial/localizer intersection and a timed approach to the MAP. (3) Alas, the KRAP localizer approach coincident with the ILS approach does not have a FAF to MAP timing table. (2) KRAP also has a VOR approach where passage over the VOR marks the FAF and requires timing to the MAP. (1) An ILS approach at KRAP (Rapid City) can satisfy the precision approach with that equipment. crosscheck (they have no precision glideslope and have less precise. The ACS now states that to pass the instrument rating practical exam requires one precision approach and two non-precision approaches (the latter two must use two different navigation systems.) Do not descend below localizer minimums if the aircraft is more than one dot. The reason I ask about that approach plate is that the club's airplane will be able to fly ILS, localizer, and VOR approaches, but doesn't have a DME, GPS, or an ADF.
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